What have you done to your 4L60E?
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What have you done to your 4L60E? Better question, Who actually is running a (near) bulletproof unit? Interested in your parts list. I have about 1200 in just upgrade parts alone not counting the Yank in mine. Built it myself. I was in the biz for many years (had my own shop) ... many years ago. Could easily spend another 1000+ (450 just for the output shaft). Trans is going back in soon. My thoughts are do it now or do it later..... if you know what I mean. I know there are a bunch of builders I can call but I was wondering who is pushing 700+ HP with an A4 that lives?
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Originally Posted by sytyjedi
So why are you asking this is the 'forced induction' forums? 
Sytyjedi
He has a valid question put out there to people who are running FI set up pushing big HP/TQ with a 4L60E
If you can build it yourself, do it. Save yourself the hassle of having someone else do it, Cuz if it doesn't work, you will get excuses and headaches from the builder on why its everything else's fault and not the tranny.
Probably be best to run a TH400 if you plan on pushing 700+...but then again if you can rebuild em, I'd see no reason to put together a built to the hilt 4l60E and see what it'll take and for how long.
J
He has a valid question put out there to people who are running FI set up pushing big HP/TQ with a 4L60E
If you can build it yourself, do it. Save yourself the hassle of having someone else do it, Cuz if it doesn't work, you will get excuses and headaches from the builder on why its everything else's fault and not the tranny.
Probably be best to run a TH400 if you plan on pushing 700+...but then again if you can rebuild em, I'd see no reason to put together a built to the hilt 4l60E and see what it'll take and for how long.
J
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Originally Posted by LastBlack02SS
i'm interested to see an answer to the original question about what people have done to their 4l60e's. anyone? tttt
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Another vote for Rodney at RPM
Apparently a few others think so to...
https://ls1tech.com/forums/manual-transmission/488284-major-props-rpm-transmissions.html
Apparently a few others think so to...
https://ls1tech.com/forums/manual-transmission/488284-major-props-rpm-transmissions.html
Speed Secrets (see post #8) up here is Seattle built mine last year, and I'm pushing 700+ eng hp thru it. It needs to be gone thru again (a yearly event at this level) but there is more he can do to it. He's built several trannies that hit 9s....
The local gent I use for my transmissions has had great luck with his 4L60's .. It might seem a little "odd" to some builders on what components he chooses, but the results speak for themselves 
He uses mostly all stock pieces, with the exception of a Beast shell every now and then. For the high gear pack, he sometimes uses the thinner plates and stacks up according to application. He ONLY uses the Borg Warner frictions, none of the fancy crap. His reasoning is the Borg can handle slippage and heat much better than the high static friction types (blue plate specials, red eagle, etc.). The rest of his builds has to do with "simple" blueprinting of the whole transmission, from every mating surface, hydraulic passage, orifice cup sizes, etc. He doesn't like the Trans Go shift kits for high-HP applications, stating they're only sufficient for a minor shift feel upgrade on street cars with stock transmissions. Once the trans is built and modified to his liking, the shift timing is off with a transgo.
That's pretty much all my uneducated transmission brain could pick up from him, I'm sure he's got a lot more going into the rebuild than I was aware of. The biggest thing I noticed as he built the transmission was the attention to detail. He took a diamond hone to the separator plate, case and valvebody to ensure there were no burrs. Did the same to the pump body, both inside and the mating surface to the case. He stakes all the bushings in place, checks clearances there as well, makes sure they're honed with no sharp edges, etc. He spends a fair amount of time on the teflon sealing rings on the input shaft, taking the pump on and off a few times to make sure they seated and sized properly, and aren't nicked -- all before putting the drum in the case.
He uses mostly all stock pieces, with the exception of a Beast shell every now and then. For the high gear pack, he sometimes uses the thinner plates and stacks up according to application. He ONLY uses the Borg Warner frictions, none of the fancy crap. His reasoning is the Borg can handle slippage and heat much better than the high static friction types (blue plate specials, red eagle, etc.). The rest of his builds has to do with "simple" blueprinting of the whole transmission, from every mating surface, hydraulic passage, orifice cup sizes, etc. He doesn't like the Trans Go shift kits for high-HP applications, stating they're only sufficient for a minor shift feel upgrade on street cars with stock transmissions. Once the trans is built and modified to his liking, the shift timing is off with a transgo.
That's pretty much all my uneducated transmission brain could pick up from him, I'm sure he's got a lot more going into the rebuild than I was aware of. The biggest thing I noticed as he built the transmission was the attention to detail. He took a diamond hone to the separator plate, case and valvebody to ensure there were no burrs. Did the same to the pump body, both inside and the mating surface to the case. He stakes all the bushings in place, checks clearances there as well, makes sure they're honed with no sharp edges, etc. He spends a fair amount of time on the teflon sealing rings on the input shaft, taking the pump on and off a few times to make sure they seated and sized properly, and aren't nicked -- all before putting the drum in the case.
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Originally Posted by Brains
The local gent I use for my transmissions has had great luck with his 4L60's .. It might seem a little "odd" to some builders on what components he chooses, but the results speak for themselves
He uses mostly all stock pieces, with the exception of a Beast shell every now and then. For the high gear pack, he sometimes uses the thinner plates and stacks up according to application. He ONLY uses the Borg Warner frictions, none of the fancy crap. His reasoning is the Borg can handle slippage and heat much better than the high static friction types (blue plate specials, red eagle, etc.). The rest of his builds has to do with "simple" blueprinting of the whole transmission, from every mating surface, hydraulic passage, orifice cup sizes, etc. He doesn't like the Trans Go shift kits for high-HP applications, stating they're only sufficient for a minor shift feel upgrade on street cars with stock transmissions. Once the trans is built and modified to his liking, the shift timing is off with a transgo.
That's pretty much all my uneducated transmission brain could pick up from him, I'm sure he's got a lot more going into the rebuild than I was aware of. The biggest thing I noticed as he built the transmission was the attention to detail. He took a diamond hone to the separator plate, case and valvebody to ensure there were no burrs. Did the same to the pump body, both inside and the mating surface to the case. He stakes all the bushings in place, checks clearances there as well, makes sure they're honed with no sharp edges, etc. He spends a fair amount of time on the teflon sealing rings on the input shaft, taking the pump on and off a few times to make sure they seated and sized properly, and aren't nicked -- all before putting the drum in the case.
He uses mostly all stock pieces, with the exception of a Beast shell every now and then. For the high gear pack, he sometimes uses the thinner plates and stacks up according to application. He ONLY uses the Borg Warner frictions, none of the fancy crap. His reasoning is the Borg can handle slippage and heat much better than the high static friction types (blue plate specials, red eagle, etc.). The rest of his builds has to do with "simple" blueprinting of the whole transmission, from every mating surface, hydraulic passage, orifice cup sizes, etc. He doesn't like the Trans Go shift kits for high-HP applications, stating they're only sufficient for a minor shift feel upgrade on street cars with stock transmissions. Once the trans is built and modified to his liking, the shift timing is off with a transgo.
That's pretty much all my uneducated transmission brain could pick up from him, I'm sure he's got a lot more going into the rebuild than I was aware of. The biggest thing I noticed as he built the transmission was the attention to detail. He took a diamond hone to the separator plate, case and valvebody to ensure there were no burrs. Did the same to the pump body, both inside and the mating surface to the case. He stakes all the bushings in place, checks clearances there as well, makes sure they're honed with no sharp edges, etc. He spends a fair amount of time on the teflon sealing rings on the input shaft, taking the pump on and off a few times to make sure they seated and sized properly, and aren't nicked -- all before putting the drum in the case.
Thats pretty much what I have done so far. I spent alot lot of time deburing and rounding every corner in the case. I have all the billet servo's, the clutches and band and the beast. All the pump mods as well as the stage 2 valvebody. When I was in the biz I could do a tranny in an hour. I spent a week just prepping this one. Im looking at buying the OEM 5 gear planets and the hard input shaft. Thats around 3/4 of a grand right there. I have not yet found a hard output shaft for the C5. Good to know that some will take the FI power because all I hear is that they dont hold up.
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Originally Posted by WAHUSKER
Speed Secrets (see post #8) up here is Seattle built mine last year, and I'm pushing 700+ eng hp thru it. It needs to be gone thru again (a yearly event at this level) but there is more he can do to it. He's built several trannies that hit 9s....